Internal-combustion engine



06L 1, 1929. p O

INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet Filed June 7, 1928 Oct. 1, 1929. LEON INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet 2 Filed June '7, 1928 Patented Oct. 1, 1929 UNITED STATES PATENT OFFICE PETER LEON, OF BRIDGEIPORT, CONNECTICUT INTERNAL-COMBUSTION ENGINE Application filed June 7, 1928. Serial No. 283,597.

This invention relates to improvements in internal combustion engines of the fourstroke cycle type, and has more particular reference to an improved form of valve mechanism for engines of this kind.

The primary object of the present invention is to generally simplify and improve the engine construction, and to embody therein a valve mechanism which is simple l0 and durable, eflicient in use, and substantially frictionless and noiseless in action.

A more particular object is to provide an improved engine construction having a peculiar novel valve mechanism for controlling the intake of the explosive mixture and the exhaust of the burned gases to and from the power cylinders, and wherein such valve mechanism avoids the uses of objectionable springs and noisy valves seated thereby as 0 are characteristic of engines of this kind now in general use.

Further objects are to facilitate manufacture, assembly and repair, to provide for efficient lubrication of the valve, and to provide for utilization of the crank case vapors as part of the explosive charges admitted into the power cylinder.

The invention consists in the novel form, combination and arrangement of parts hereinafter more fully described, shown in the accompanying drawings and claimed.

In the drawings:

Figure 1 is a transverse vertical sectional view of an internal combustion engine having valve mechanism embodying the present invention.

Figure 2 is a fragmentary side elevational view looking toward the left of Figure 1, with the cover plate of the valve operating rods removed to reveal details of construction.

Figure 3 is a fragmentary vertical trans Verse section taken on line 33 of Figure 2, and showing the intake valve of a power cylinder in closed position.

Figure 4 is a fragmentary view partly in plan and partly in horizontal section, taken on line 4:4 of Figure 1; and

Figure 5 is an enlarged perspective view of one of the valves, together with its actuating crank arm.

Referring more in detail to the drawings, 5 is a cylinder block having one or more power cylinders 6 and fixed to a crank case which may be formed of parts 7 and 8. A head 9 is bolted on the top of the cylinder block to close the upper end of the cylinder or cylinders 6, and these cylinders as well as the head are considerably water-jacketed as respectively indicated at 10 and 11.

The head 9 embodies a main section having a detachable relatively narrow section 12 bolted against one side or longitudinal edge thereof as at 13, and the cylinder block 5 is formed at this side with a lateral projection or olfset 14 forming a flat horizontal shoulder 15 at its top on which the head section 12 is seated. The shoulder 15 is preferably disposed below the top of the cylinder block so that the inner face of the detachable head section 13 abuts said block at the inner side of and above the shoulder 15 as clearly illustrated in Figure 1.

At the side of each cylinder 6 the mating vertical faces of the end sections 9 and 12 are formed with mating semi-cylindrical recesses, each pair of which forms a cylindrical valve chamber in which is fitted acylindrical oscillating valve body 16. In this way, separate intake and exhaust valves are provided for each cylinder, and such valves are arranged in longitudinal alinement with their axes horizontal and transverse to the engine. The recesses forming the valve chambers are indicated generally at 17, and relatively deep grooves are provided at the opposite ends of each recess as at 18 so that the ends of each valve chamber are, in effect, counterbored to snugly receive the end circular bearing flanges 19 of the valves 16. In this way assembly is facilitated and relatively large bearing surfaces are provided for taking care of any axial thrusts imposed on the oscillating valves.

The main section of the head 9 is provided with laterally extending intake and exhaust passages 20 and 21 which communicate with the combustion chambers in the upper ends of the cylinders, one exhaust and one intake passage being provided for each cylinder and respectively leading to the valve chambers of the intake and exhaust valves for such cylinder. The detachable head section 12 is also provided with intake and exhaust ports 22 and 23 for each cylinder, respectively adapted to be placed in communication with the intake and exhaust ports 20 and 21 for said cylinder by the transverse diametric ports 24 of the intake and exhaust valves 16, respectively, of said cylinder.

A transverse passage is provided in the detachable head section 12 at one end of each valve so as to extend outwardly from the axis of the latter and communicate with a vertical groove 24 in the outer face of such detachable head section. Likewise, the lateral projection or offset 14 is provided with a vertical groove 25 in vertical alinement with each groove 24 of the detachable head tion 12 and communicating at its lower end with the top of the crank case 7, 8 as clearly shown in Figure 1. As shown in Figures 3 and 4, the bottom wall of each intake port 22 of the detachable head section 12 is provided with a vertical passage to place the same in communication with the grooves 24 and 25 as at 26. This allows the vapors from the crank case to rise and pass into the intake passages 22 for forming part of the explosive charges admitted to the power cylinder will more clearly become apparent hereinafter. The transverse passage at one end of each valve chamber is indicated at 27 and is flared vertically as shown in Figure 1. Rigid with the adjacent end of each valve 16 and projecting outwardly therefrom in the passage 27 is an actuating crank arm 28 whose outer end is pivotally attached to the upper end of a connecting rod which depends coincident with the adjacent grooves 24 and 25 as shown in Figure 2.

Journaled in the upper portion of the crank case at the same side of the engine as the valves are located, is a horizontal longitudinal crank shaft 30 having cranks 31 at intervals to which the lower ends of the conneciing or push rods 29 are connected or join ed. By arranging the cranks 31 for the intake and exhaust valves respectively of each cylinder in staggered relation as shown in Figure 2, the valves 16 of such cylinder will be oscillated and alternately opened and closed in a manner generally well known in the art. The crank shaft 30 is operatively connected with the main crank shaft of the engine by suitable means, such as timing gears 33, thereby securing proper actuation of the valves to effect opening and closing thereof in the necessary timed relation. Mounted within each cylinder is a rccipr0- eating piston 34 connected with the alined crank 35 of the main crank shaft by means of a connecting rod 36 in the usual way.

A cover plate 37 is bolted to the side of the head and block to completely enclose or house the valve operating mechanism or the crank arms 28 and push rods thereof, and to also contine the crank case vapors therein for ultimately passing upwardly in the grooves 24 and 25 adjacent the intake valves for ultimate passage into the intake ports 22. It is thus apparent that the crank case vapors may be conducted into the passages 22 to form part of the explosive charges admitted to each cylinder as stated above. It will further be seen that the plate 37 may be detached whenever access to the parts of the valve operating mechanism is desired, while access to the valves may be conveniently had as well as their removal readily elfected upon detachment of the head section 12.

The upper part of the cover plate 37 is adapted to have the intake and exhaust manifolds bolted thereto for communicating with the intake and exhaust 22 and 23 of the head section 12 through openings in said cover plate as clearly shown at 38 in Figures 3 and 4. liloreover, the ports 26 are preferably provided in the plate 57 rather than in the bottom walls of the intake passages 22 so as to enable the head section 12 to be amply water-jacketed, as shown. The intake and exhaust manifolds are respectively indicated at 39 and 40, and it will also be understood that the head 9 will be provided with a spark plug 41 for each cylinder so that the compressed explosive charges may be fired at the proper time through the use of any well known or preferred ignition mechanism.

Longitudinal oil passages are provided entirely through the engine block 5 and head section 9 respectively above and below the valves 16 so that lubricating oil may be continuously pumped therethrough by any suitable means receiving the supply of lubricating oil from the crank case in a generally well known manner, and lateral passages 43 extend from the lon itudinal passages 42 so as to communicate respectively with the intermediate portions of the valve chambers and the grooves 18 at the ends thereof. In this way, the oil may be circulated at a relatively low pressure although insuring proper supply of lubricant at all times to the bearing surfaces of the valves without danger of forcing the oil in any material quantity about the valves for ultimate entrance into the ports 24 of the latter. This provides for etficient lubrication of the oscillating cylindrical valves so to reduce friction and wear to a minimum.

As shown clearly in Figure 1, a trough 44 is preferably provided in the upper portion of the crank case beneath the crank shaft 30 of the valve operating mechanism, while the lower ends of the push rods 29 are provided with scoops so to provide an auxiliary splash lubrication for the bearings of said crank shaft and the bearings between the cranks thereof and the connecting rods 29.

In operation, it will be understood that upon the down stroke of the piston the port 24* of the intake valve 16 will afford communication between the passages 20 and 22, thereby permitting a charge of explosive mixture to be drawn into the cylinder. On the upward subsequent stroke of the piston both valves will be closed and the charge will be compressed for ignition by the plug 41 as the piston passes the peak of its upward movement. The piston is thus driven down and when it again returns in an upward direction the exhaust valve will be opened and the intake valve closed, thereby allowing the piston to expel the exhaust gases from the cylinder. This cycle of operation is repeated continuously as long as the engine is permitted to run.

In view of the above description it is believed that the construction and operation will be readily understood as well as the many advantages appreciated. The construction provides for ready and economical manufacture, assembly and repair, eflicient lubrication, and substantially frictionless and noiseless valve operation without employment of objectionable valve operating springs.

\Vhat I claim as new is:

1. In an internal combustion engine, a cylinder, a power piston in said cylinder, a head on the cylinder having a detachable side section, the sections of said head having mating semi-cylindrical recesses forming coaxial cylindrical valve chambers, cylindrical valves in said chambers having diametric ports therethrough, the sections of said head having alined pairs of intake and exhaust passages adapted to be respectively placed in communication with each other through the ports of said valves, and means to oscillate said valves to effect alternate and timed opening and closing therof, said head sections being provided with grooves at the end of the valve chambers, and end bearing flanges formed on the terminals of the valves revolubly fitting in said grooves.

2. In an internal combustion engine, a cylinder, a power piston in said cylinder, a head on the cylinder having a detachable side section, the sections of said head having mating semi-cylindrical recesses forming coaxial cylindrical valve chambers, cylindrical valves in said chambers having diametric ports therethrough, the sections of said head having alined pairs of intake and exhaust passages adapted to be respectively placed in communication with each other througl'i the parts of said valves, and means to oscillate said valves to effect alternate and timed opening and closing thereof, the main sections of said head being provided with longitudinally extending oil passages above and below the valves with branch passages communicating with the valve chambers to lubricate the bearing surfaces of the valves.

3. In an internal combustion engine, a cylinder, a power piston in said cylinder, a head on the cylinder having a detachable side section, the sections of said head having mating semi-cylindrical recesses forming coaxial cylindrical valve chambers, cylindrical valves in said chambers having diametric ports therethrough, the sections of said head having alined pairs of intake and exhaust passages adapted to be respectively placed in communication with each other through the ports of said valves, means to oscillate said valves to effect alternate and timed opening and closing thereof, a lateral offset formed on the cylinders providing a shoulder at its upper end, the detachable head sections resting upon said shoulder, the valve oscillating means having a push rod and a crank, the push rod being disposed outwardly of said offset of the cylinder, a cover plate secured to the cylinder and housing said push rod, and intake and exhaust manifolds attached to the cover plate and communicating through the latter with the intake and exhaust ports of the detachable head sections.

In testimony whereof I afiix my signature.

PETER LEON. 

